Railway-switch.



J. D. PERKWS.

RAILWAY SWITCH. nPPucATaok FILED APR.2B.1915.

1,222,577 Patented Apr. 10,1917.

2 SHEETS-SHEET l.

ammo c J. D. PERKINS.

RAILWAY SWITCH. APPLICATION FILED APR.28.1915.

1,2Q%,-5i? 'u Patented Apr. 10,1917.

2 SHEETSSHEET 2.

of my prior Patent vision of a novel form of movable rail PATENT @FFKQEQJAMES D. PERKINS, OF ATLANTA, GEORGIA, ASSIGNOR TO THE RAILWAY APPLIANCEMFG. 00., 0F FUL'I'GN COUNTY, GEORGIA.

RAILWAY-SWITCH.

Specification of Letters Patent.

Patented Apr. MD, 1917.

Application filed April 28, 1915. Serial No. 24,492.

To all whom it may concern:

Be it known that 1, Jaime D. PERKINS, a citizen of the United States,residing at Atlanta, in the county of Fulton, State of Georgia, haveinvented certain new and useful Improvements in Railway-Switches; and Ido hereby declare the following to be a full, clear, and exactdescription of the invention, such as will enable others skilled in theart to which it appertains to make and use the same.

This invention relates to railway switches and is in the nature of animprovement upon a railway switch forming the subject matter No.1,014,092, dated January 9, 1912.

Like said earlier patent, this invention has for its purpose theprovision of a switch so constructed that the main line of a railroadmay be maintained continuous or unbroken, so that when the switch isclosed cars may travel along the trackway without pounding or jarringwhen passing over the breaks in the rails, as is ordinarily the casewith the usual form of switch. At the same time when the switch isopened, the movable members thereof are designed to bridge over therails of the main line so that both the ordinary single flange wheelsand double flange wheels may be used upon the track.

It is also my purpose to provide a novel and improved form of operatingmechanism for elevating a shiftable switch member, moving it across oneof the track rails and into position on said rail so that such switchrail will be locked against accidental displacement when the car istaking the switch.

Furthermore I provide a derailing device which is employed in connectionwith. and actuated through this operating mech anism, so that should acar left on the side track be blown by the wind or moved by other meanstoward the switch, this derailer will act to derail the car and throw itaway from the main line, thus preventing it from going onto the mainline.

Another object of the invention is to associate with the operatingmechanism, a pro tecting bar extending along one of the side trackrails, the purpose of this bar being to prevent the switch from beingthrown out of position while a train is passing over the switch.

Another object of the invention is the promenu her which is reinforcedin such manner as to be capable of withstanding the jars and shocks towhich it is subjected during the passage of a train thereover.

It is also my purpose to provide a movable switch rail member which isconnected with one of the rails of the side track and which is locatedbetween the side track rails, thus avoiding the possibility of accidentdue to having this rail lying between the main track rails when it isnot in use, and furthermore, I provide a siding rail section be tweenthe main line rails with means for overlapping and engaging the free endof this movable rail section to assist in holding the latter firmly inposition.

I also propose to provide a railway switch which will embody the desiredfeatures of simplicity, eficiency, safety and reliability.

With the above recited objects and others of a similar nature in view,invention consists in the construction, combination and arrangement ofparts set forth in and falling within the scope of the appended claims.

In the accompanying drawings:

Figure l is a plan view of a switch embodying the present improvement,the main line being shown open.

2 is a similar view showing the switch positioned to enable a car totake the siding.

Fig. 3 is a cross sectional view taken on the line 3-3 of Fig. 2.

Fig. i is a cross sectional view taken through the rail and bed plate onthe line 41-4L- of Fig. 2 and showing the cam surface on the bed plateand the roller carried by the movable rail.

Fig. 5 is a perspective view of the movable rail.

Fig. 6 is a view in side elevation of the protector bar and showing itconnected with the adjacent rail of. the side track.

*ig. 7 is a cross sectional view taken on the line 7-7 of Fig. 2.

Fig. 8 is a cross sectional view taken on the line 88 of Fig. 2.

eferring now to the accompanying drawings in detail, the numerals 1 and2 indicate the main line rails, and 3 and 4; designate the side trackrails, the siding rail section 5 being located between the main abovethe main line rails 1 and 2 by means of small blocks or the like placedupon the ties, and the end of the rail section 5 adjacent the track rail2 is cut away as at 6 and provided with an overhanging lug 7 beneathwhich is adapted to fit the flange at the side of the free end 8 of thestraight switch tongue 9. This switch tongue is hinged as at 10 to theend of the rail section 3 which is adjacent the main line rail 2 and, inpractice, to open the switch or to make the rail 3 continuous with therail section 5, this straight switch tongue 9 is adapted to be swungfrom its inoperative position on the block 9 and between the rails 3 and4; to a position across the rail. 5 so that its free end 8 willinterlock with the overhanging lug 7 and thereby this switch tongue 9will be held against vertical displacement relative to the rail 5 and atthe same time it forms a connection between the rails 5 and 3, acrossthe top of the main track rail 2 so that a car or train may take the"siding or switch while the main rail 2 remains unbroken. This tonguesection 9 is reinforced or strengthened by an angularly disposed rib 11.In order to elevate the switch tongue so that it may be moved above thetrack rail 2 and thus drop to position to interlock at its free end withthe lug 7 of the rail section 5, 1 support from one side of the switchtongue 9, a depending collar the roller 12 of which is adapted to rideover the cam plate 13 on the base plate 1 1, thus elevating the tonguehigh enough to pass over the track rail 2, the roller when leaving thehigh section of the cam, permitting the tongue to drop into position toengage witl the end of the rail section 5.

In order to shift the tongue 9 to and from engagement with the railsection 5, I provide a bar 15 extending transversely beneath the trackrails 1 and 2, the inner end of this bar being connected to the bracket16 of the switch tongue 9, while the outer end of this bar 15 whichprojects beyond the rail 1 is connected to the crank section 17 of' thetransmission shaft 18, this transmission shaft being mounted to rock inbearings 19 on the ends of the ties. The transmission shaft 18 is rockedby means of the connecting bar 2O which extends transversely beneath thetrack rails 1 and 2 and is connected as at 21v to the shank section 22of the transmission shaft. This connecting bar a 20 in turn is actuatedor shifted as hereinafter described. Hinged as at 23 to the end of therail section 5 adjacent the track rail 1 is a tongue rail 24:, while asimilar tongue rail 25 is hinged as at 26 to that end of therail 4;which is adjacent the rail 2. These two rails 2 and 25 are connected at26" and 27 respectively to the connecting bar 20L These tongue rails 241and 25 are .20. Now, when constructed like the similarly situated tonguerails described in my earlier patent, No. 1,012,092, and are used forthe same purpose. Each tongue rail is so proportioned that when it isswung toward the track rail the head thereof will move onto the tread ofthe track rail and fit snugly thereon. As the free end of the head isvery thin, and as said head curves slightly gradually away from the rail2, it will be apparent that a car wheel when traveling toward the switchwill gradually ride onto the head and thence along said head to theswitch rail, the head serving to gradually elevate the wheel so as tocause its flange to travel over the rail 2 without contacting with it.The connecting bar 20 insures the simultaneous movement of the twotongue rails 2st and 25 so that both of them will assume positions uponthe rails 1 and 2 respectively, or at one side of said rails or theother as desired. A bracket 83 is con nected to the bar 20 and isconnected by a link 31 to the crank shaft 35 arranged adjacent thetrack, there being a weighted lever arm 36 whereby said shaft can berotated so as to shift the connecting bar 20 and consequently move thetongue rails 21 and 25 onto or away from the rails 1 and 2 respectively.At the same time that the bar20 is shifted to move the rails 24 and 25,the transmission shaft 18 will also be rocked to move the switch tongue9 into or out of position relative to the end of the rail section 5.Likewise'there is connected to the crank section 87 of this transmissionshaft, the outer end of the bar 38 which extends between the rails 1 and2', and also beneath the siding rail 3 and carries at its.

outer end a derailing device D. Now, when the transmission shaft 18 isrocked to throw the switch into openposition so that a train may takethe siding, this derailer block is, of course, moved off the siding rail1, while when the transmission shaft is rocked in the opposite directionto close the switch so that a train will keep along the main track, thederailer is thrown onto the siding rail t, so that should any car beblown by the wind along the siding toward the main track, or for anyother reason accidentally moved alongthe side track toward the maintrack, it will be derailed and thrown away from the main track by thisderailment device. In order to prevent the switch from being displacedwhile the train is passing over it, I provide a protector bar 39 whichis fastened by means of clamps 10 and links 11 to the base flange of therail 1 at the outside thereof, and this bar is connected by means of arod 42 with the bell crank lever 13, pivoted at M to the tie R, theother end of the bell crank lever being pivotally connected at 4:5 tothe shifting connecting bar the bar 20 is shifted toward to closed therail 1, as in opening the switch by placing the switch tongues or points24 and 25 onto the track rails l and 2 and at the same time placing theswitch tongue 9 onto the end of the rail section 5, the bell crank lever43 will swing on its pivot 44- and pull 011 the bar 39, thus droppingthe latter until its upper edge is level with the top of the rail, itbeing understood that it normally projects above the rail when theswitch is closed. Any movement of the switch tongues position will tendto raise the bar 39 above the top of the rails but this is prevent d byengagement of the wheels of the tr in with the bar 39 while the train ispassing over it. Furthermore, if the switch be closed, a trainapproaching over the rails 3 and 4: will depress the bar 39 and open theswitch.

From the above description, taken in connection .ith the accompanyingdrawings, the construction and manner of employing my invention will bereadily apparent to those skilled in the art.

in Fig. l I have shown the main track as open or in condition to permitthe passage ol a train therealong, and in this case the switch points ortongues 21 and 25 are out of contact with the main line rails 1 and 2,while the switch point or tongue 9 lies between the rails 3 and 4 and tothe outside of the rail 2, and the derailer is also shown as positionedon the track rail 4. Now, if it is desired to close the main line andopen the switch so that a train may take the siding, the switchmangrasps the weighted arm 36 and throws it toward the track, therebyturning the crank arm 35. This pushes the connecting bar 20 forward orin the general direction or" the rail 1, and this moves the switchpoints or tongues 24 and 25 onto their respective main rails l and 2. Atthe same time the transmission shaft 18 is rocked so that the connectingbar 15 pulls the switch point or tongue 9 from the block 9 toward theend of the rail 5, this tongue 9 being elevated as the roller 12 ridesup on the cam 13 carried by the base plate 14. As the roller leaves thecam the tongue, drops into position across the rail 2 and the free endof the tongue is pulled into interlocking engagement with the lug 7 atthe end of the rail 5 so that the rail section 5 is connected with thesiding rail 3, and at the same time the derailing device D is pulledfrom the rail 4. The train may now leave the main track and take thesiding in the usual manner. To again close the switch so as to leave themain line open, it is only necessary to throw the weighted arm 36 at theswitch stand back to its normal position shown in From the above it willbe seen that I have provided a switch wherein the main line rails may bemaintained continuous or unbroken so that the danger incident to carsleaving the tracks at the switches is obviated, and at the same time thepounding and jarring incident to the train passing the switches isobviated.

While I have herein shown one particular embodiment of I wish it to beunderstood that I do not confine myself to all the precise details ofconstruction herein set forth by way of illustration, as modificationand variation may be made without departing 0m the spirit of theinvention or exceeding the scope of the appended claims.

What I claim is:

1. The combination with two main track rails, of a siding sectioncomposed of two siding rails spaced apart from the main track rails, aswitch tongue attached to the end of one of the siding rails outside ofa main track rail and normally lying parallel thereto, a rail sectionbetween the main track rails, and normally lying parallel therewith, acam disposed adjacent to the main rail, a roller on said switch tonguefor elevating the same, a connecting bar attached at one end to thetongue, and a rock shaft for shifting said connecting bar for moving thepivoted tongue into the adjacent main rail and into engagement with therail section between the track.

2. The combination with two main track rails, of a siding sectioncomposed of two siding rails spaced apart from the main track rails, aswitch tongue attached to the end of one of the siding rails outside themain track rail and normally lying parallel thereto, a rail sectionbetween the main track rails, means for moving the pivoted tongue ontothe adjacent main rail and in engagement with the rail section betweenthe track, said means including a cam located adjacent the main trackrail, a roller carried by the pivoted switch tongue and adapted to rideover the cam plate to elevate the tongue, a connecting bar attached atone end to the tongue, and a rock shaft for shifting the connecting bar.

In testimony whereof, I aflix my signature, in the presence of twowitnesses.

JAMES D. PERKINS. l/Vitnesses:

R. J. JORDAN, H. W. RIDGELY.

and described my invention,

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents,

Washington, D. G. i

